Traffic Safety Basic Facts 2013 - Main Figures

Traffic Safety Basic Facts 2015 Urban Areas

United Kingdom

Road Safety Country Overview

Road Safety Country Overview – United Kingdom

- 2 -

Structure and Culture Basic Data Table 1: Basic data of the UK in relation to the EU average

Basic data of the UK EU average

- Population: 64,77 million inhabitants (2015)[2] 18,1 million (2015)

- Area: 243.820 km2 (2015) (0,7% water) (2015)[4]

159.663 km2 (2015) 2,94% water (2015)

- Climate and weather conditions (capital city; 2015):

- Average winter temperature (Nov. to April): 8,2°C

- Average summer temperature (May to Oct.): 14,7 °C

- Annual precipitation level: 601 mm

(2015) 6,5°C 17,8°C 651 mm

- Exposure: 521,18 billion vehicle km [1](2014) 122,4 billion vehicle km (2014)1

- 0,57 vehicles per person (2014)[1] 0,62 (2014) Sources: [1] IRTAD; [2] EUROSTAT; [3] national sources; [4] CIA

Country characteristics Table 2: Characteristics of the UK in comparison to the EU average

Characteristics of the UK EU average

- Population density: 266 inhabitants/km2 (2015) [1]

115 inhabitants/km2 (2013)

- Population composition (2015) [1]: 17,7% children (0-14 years) 64,5% adults (15-64 years) 17,8% elderly (65 years and over)

15,6% children 65,9% adults 18,5% elderly (2013)

- Gross Domestic Product (GDP) per capita: €31.100 (2013) [1]

€26.763 (2013)

- 82,6% of population lives inside urban area (2015)[3]

73,3% (2015)

- Special characteristics: mostly rugged hills and low mountains [3]

Sources: [1] IRTAD; [2] EUROSTAT; [3] national sources; [4] CIA

1 Based on the average of 24 EU countries.

The United Kingdom has a

high population density.

Road Safety Country Overview – United Kingdom

- 3 -

Structure of road safety management The governments and administrations of Britain, Scotland, Wales and Northern Ireland formed separate strategies. The following key actors are responsible for Road Safety (RS) policy making: Table 3: Key actors per function in the UK

Key functions Key actors 1. - Formulation of national

RS strategy - Setting targets - Development of the RS

programme

- Department for Transport, - Driver and Vehicle Licensing Agency - Driver and Vehicle Standards Agency - Vehicle Certification Agency - Traffic Commissioners for Great Britain - Road Safety Scotland Committee Structure - Department of the Environment - NI - Road Safety Scotland

2. Monitoring of the RS development in the country

- Driver and Vehicle Licensing Agency, - Department for Transport, - Traffic Commissioners for Great Britain

3. Improvements in road infrastructure

- Department for Transport - Highways England - Municipalities and Counties - Central Security Services Wales - Transport Scotland - Department for Regional Development NI

4. Vehicle improvement - Driver and Vehicle Standards Agency - Vehicle Certification Agency - European New Car Assessment Programme

(Euro NCAP) - Centre for Connected and Autonomous Vehicles - Police Service of Northern Ireland

5. Improvement in road user education

- Traffic Commissioners for Great Britain - Driver and Vehicle Licensing Agency, - Driver and Vehicle Standards Agency - Road Safety Wales - Driving Standards Agency (DSA) - Department of Health, Social Service and Public

Safety - Department of the Environment

6. Publicity campaigns - Department for Transport, - Driver and Vehicle Licensing Agency, - Driver and Vehicle Standards Agency, - Vehicle Certification Agency, - Traffic Commissioners for Great Britain - Institute of Road Safety Officers - Road Safety Units Scotland - Northern Ireland Fire and Rescue Service

7. Enforcement of road traffic laws

- Driver and Vehicle Licensing Agency, - Traffic Commissioners for Great Britain - Wales Road Casualty Reduction Partnership - Police Departments and Authorities - Association of Chief Police Officers (ACPO)

8. Other relevant actors - Royal Society for the Prevention of Accidents - Safety Organisations e.g. Parliamentary

Advisory Council for Transport Safety (PACTS) - Road Safety observatory - Police, hospitals, courts, and local councils. - Road Safety GB

The UK has one of the best road safety records in the

world.

Road Safety Country Overview – United Kingdom

- 4 -

- Road Safety Academy - Road Safety Foundation - Greater London Authority - Scottish Campaign against Irresponsible Driving - EuroRAP

Sources: national sources

Attitudes towards risk taking - Drivers in the United Kingdom are more supportive for stricter

legislation on speeding and drink-driving compared to drivers in other countries.

- The perceived probability of being checked is much lower than the ESRA-average.

Table 4: Road safety attitudes and behaviour of drivers

United Kingdom

ESRA average

Self-reported driving behaviour % of drivers that show behaviour at least once

In the past 12 months, as a road user, how often did you drive without respecting a safe distance to the car in front?

49% 60%

In the past 12 months, as a road user, how often did you talk on a hand-held mobile phone while driving?

22% 38%

In the past 12 months, as a road user, how often did you drive faster than the speed limit inside built-up areas?

56% 68%

Supporting stricter legislation % of drivers that disagree

with the following

What do you think about the current traffic rules and penalties in your country for each of the following themes?: The penalties are too severe: for speeding

69% 61%

What do you think about the current traffic rules and penalties in your country for each of the following themes?: The penalties are too severe: alcohol

89% 87%

Do you support the following measure?: Zero tolerance for alcohol (0,0‰) for all drivers

38% 41%

Perceived probability of being checked % of drivers with answers

in following categories

In the past 12 months, have you been stopped by the police for a check? (once or more)

9% 31%

On a typical journey, how likely is it that you (as a driver) will be checked by the police for respecting the speed limits (including checks by police car with a camera and/or GoSafe cameras)? (Very (big) chance)

21% 37%

In the past 12 months, have you been checked by the police for alcohol while driving a car (i.e., being subjected to a Breathalyser test)? (once or more)

5% 19%

Source: ESRA 2016

Legend (comparison of country attitude in relation to average attitude of other SARTRE countries):

2-9% better

10-19% better

≥ 20% better

2-9% worse 10-19% worse

≥ 20% worse

British drivers are more supportive for stricter

legislation on speeding and drink-driving compared to drivers in other countries.

Road Safety Country Overview – United Kingdom

- 5 -

Programmes and measures National strategic plans and targets There are two separate road safety strategies in the UK:

- The Strategic Framework for Road Safety, which was accepted in 2011 and covers Great Britain (i.e. England, Scotland and Wales).

- Northern Ireland Road Safety Strategy to 2020 was accepted in 2010.

Targets:

- Great Britain has left the idea of targets, and uses forecasted scenarios (referred to 2005-2009 average):

Table 5: Road safety targets for the UK

Year Fatalities Fatalities/ serious

injuries

2020 Central projection -37% -40%

Low projection -46% -50%

2025 Central projection -39% -47%

Low projection -51% -60%

2030 Central projection -41% -55%

Low projection -57% -70%

- Northern Ireland (referred to 2004-2008 average):

Table 5: Road safety targets for Northern Ireland

Year Fatalities Serious injuries

KSI among children

KSI among youngsters

2020 -60% -45% -55% -55%

Priority topics:

Great Britain’s overall approach reflects the principle of localism, and focuses on a more targeted approach to tackle the irresponsible few.

- Make it easier for drivers to do the right thing; - Better education for children and novice drivers; - Remedial education after mistakes and low level offences; - Tougher enforcement for deliberate dangerous driving; - Cost-benefit analyses, including assessment of impact on business; - More local community decision making and information; - Effort on making better tools for road safety professionals.

Northern Ireland has defined the following challenges: - Improving safety on rural roads; - Protect young drivers and motorcyclists; - Reducing inappropriate road user behaviour; - Improving and involving more knowledge about road safety

problems. (Sources: IRTAD, 2015; national sources)

The UK has separate road safety strategies for Great

Britain and Northern Ireland.

Road Safety Country Overview – United Kingdom

- 6 -

Road infrastructure Table 6: Description of the road categories and their characteristics in the UK

Road type General speed limits for passenger cars (km/h)

Urban roads 48

Rural roads 64/80/96

Motorways 96/112 Source: IRTAD, 2016

Special rules for:

- Heavy goods vehicles: 60 mph

Guidelines and strategic plans for infrastructure are available in the UK.

Table 7: Obligatory parts of infrastructure management in the UK and other EU countries

Obligatory parts in the UK: EU countries with obligation

Safety impact assessment: - 32%

Road safety audits: yes 81%

Road safety inspections: yes 89%

High risk site treatment: yes 74% Sources: DG-TREN, 2010; national sources

Recent activities of road infrastructure improvement have been

addressing: no information Traffic laws and regulations Table 8: Description of the regulations in the UK in relation to the most common regulations in other EU countries

Regulations in the UK [1] Most common in EU (% of countries)

Allowed BAC2 levels: - General population: 0,8‰ (0,5‰ in Scotland) - Novice drivers: 0,8‰ (0,5‰ in Scotland) - Professional drivers: 0,8‰ (0,5‰ in Scotland)

0,5‰ (61%) 0,2‰ (39%) and 0,0‰ (36%) 0,2‰ (36%) and 0,0‰ (36%)

Phoning: - Hand held: not allowed - Hands free: allowed

Not allowed (all countries) Allowed (all countries)

Use of restraint systems: - Driver: obligatory - Front passenger: obligatory - Rear passengers: obligatory - Children: obligatory

Obligatory (all countries) Obligatory (all countries) Obligatory (all countries) Obligatory (all countries)

Helmet wearing: - Motor riders: Obligatory - Moped riders: Obligatory - Cyclists: strongly recommended

Obligatory (all countries) Obligatory (all countries) Not obligatory (46%)

- Since 2011 new cars are fitted with dedicated daytime running lights.

Sources: EC DG-Move, 2016

2 Blood Alcohol Concentration

The BAC level in the UK is

higher than in most other EU countries.

The UK uses high risk site

treatment, road safety audits and inspections to improve

infrastructure.

Road Safety Country Overview – United Kingdom

- 7 -

Enforcement Table 9: Effectiveness of enforcement effort in the UK according to an international respondent consensus (scale = 0-10)

Issue Score for the

UK Most common in EU

(% of countries)

Speed legislation enforcement no information 7 (43%)

Seat-belt law enforcement no information 7 (25%) and 8 (25%)

Child restraint law enforcement no information 8 (39%)

Helmet legislation enforcement no information 9 (50%)

Drink-driving law enforcement no information 8 (43%) Source: WHO, 2015

Road User Education and Training Table 10: Road user education and training in the UK compared to the situation in other EU countries

Education and training in the UK Most common in EU (% of countries)

General education programmes: - Primary school: voluntary - Secondary school: voluntary - Other groups: no information.

Compulsory (71%) Compulsory (43%) -

Driving licences thresholds:

- Passenger car: 17 years - Motorised two wheeler: 19 years - Buses and coaches: 21 years - Lorries and trucks: 21 years

18 years (79%) 18 years (low categories) and higher ages (32%) 21 years (86%) 21 years (75%)

Sources: [1] ROSE25, 2005; [2] ETSC, 2011; [3] national sources

Public Campaigns Table 11: Public campaigns in the UK compared to the situation in other EU countries

Campaigns in the UK Most common issues in EU

(% of countries)

Organisation: - DfT - DOE in Northern Ireland - Scottish Government in Scotland - Association of Chief Police Officers (ACPO) - Association of Chief Police Officers Scotland (ACPOS) - Local authorities

Main themes: - speed - drink-driving and drug-driving - child restraint systems - texting while driving - tired driving - (THINK! road safety campaigns)

Drink-driving (96%) Speeding (86%) Seat-belt (79%)

Sources: [1] SUPREME, 2005; [2] ETSC, 2011; [3] national sources

There is no information on

effectiveness of law enforcement.

For motorised two-wheelers, the minimum age is 19 years

and for car driving, it is 17 years, which differs from the

18 years which is most common in the EU.

Road Safety Country Overview – United Kingdom

- 8 -

Vehicles and technology (national developments) Table 12: Developments of vehicles and technology in the UK, compared to the situation in other EU countries

Mandatory technical inspections: Most common in EU

(% of countries)

Passenger cars: every 12 months Every 12 months (39%) Motorcycles: every 12 months Every 24 months (32%)

Buses or coaches: every 12 months Every 12 months (61%)

Lorries or trucks: every 12 months Every 12 months (68%) Sources: EC website, national sources

Mandatory inspection periods

in the UK are similar to the most common periods in other

EU countries.

Road Safety Country Overview – United Kingdom

- 9 -

Road Safety Performance Indicators Speed Table 13: Number of speed tickets per population in the UK versus the EU average

Measure 2010 2015 Average annual change

EU average (2009)

Number of speed tickets/ 1.000 population3

18 13 -6,3% 89

Sources: [1] ETSC, 2010; [2] ETSC, 2016

Table 14: Percentage of speed offenders per road type in the UK compared to the EU average

Road type

2004 2013 Average annual change

EU average

Motorways 56% 47% -2% n/a

Rural roads 48% (113 km/h limit) 10% (97 km/h limit)

41% (113 km/h limit)* 10% (97 km/h limit)*

-4% 0%

n/a

Urban roads 53% (48 km/h limit) 27% (64 km/h limit)

49% (48 km/h limit)* 23% (64 km/h limit)*

-2% -4%

n/a

Sources: [1] ETSC, 2010; [2] ETSC, 2015 *Data from 2008

Table 15: Mean speed per road type in the UK compared to the EU average

Road type

2004 2013 Average annual change

EU average

Motorways 114 km/h 110 km/h -1,9% n/a

Rural roads 111 (113 km/h limit) 77,3 (97 km/h limit)

108 (113 km/h limit)* 77 (97 km/h limit)*

-0,7% -0,1%

n/a

Urban roads 49,9 (48 km/h limit) 58 (64 km/h limit)

48,3 (48 km/h limit)* 58 (64 km/h limit)*

-0,8% 0,0%

n/a

Sources: [1] ETSC, 2010; [2] ETSC, 2015 *Data from 2008

Alcohol Table 16: Road side surveys for drink-driving in the UK compared to the EU average

Measure 2010 2014 Average annual change

EU average (2014)

Amount of tests/1.000 population4

13 11 -4,1% 202

% tested over the limit 11,5% 11% -1,1% 2,1%

Sources: [1] ETSC, 2010; [2] ETSC, 2016

3 The figures of those attending the NDORS courses in England, Wales and Northern Ireland are added to the speeding tickets to give a true reflection of the enforcement activity within the UK. 4 Drink driving tests for England and Wales only, the figure for the number found to be above the legal limit includes those who refused to take the breath test.

The share of speed offenders

decreased on all types of roads.

The number of drink-driving

tests per population in the UK is lower than the EU average.

Road Safety Country Overview – United Kingdom

- 10 -

Vehicles Table 17: State of the vehicle fleet in the UK compared to the EU average

Vehicles EU average

Cars per age group (2012) [1]: Passenger cars (2012) - ≤2 years: 14% - 2 to 5 years: 22% - 6 to 10 years: 27% - >10 years: 37%

≤2 years: 9% 3 to 5 years: 13%

6 to 10 years: 28% >10 years: 49%

EuroNCAP occupant protection score of cars (new cars sold in 2013) [2]: - 5 stars: 51,8% - 4 stars: 3,9% - 3 stars: 2,7% - 2 stars: 0,3% - not tested: 41,4%

5 stars: 52,5% 4 stars: 4,5% 3 stars: 2,9% 2 stars 0,5%

not tested: 39,6%5 Source: ETSC, 2016

Protective systems Table 18: Protective system use in the UK versus the average in EU Protective systems EU average6 Daytime seat-belt wearing in cars and vans (2014) [1]:

(2015)

- no information on % front - 98% driver - 96% front passenger - 87% rear - 91% child restraint systems

89,7% front not available not available 69,5% rear

not available Helmet use (2013) [1]: - no information on % powered two-

wheelers riders - 34% cyclists (2008) [2]

not available

Sources: [1] IRTAD, 2016; [2] ETSC, 2014

5 Based on data of 25 EU countries (excl. HR, LU and MT). 6 Based on data of 15 EU countries; data of AT, BE, IE, IT, LU, HU, FI, SE (2015); data of CZ,

DE, DK, HR, LT, PL, UK (2014); data of PT (2013)

The car fleet in the UK is

newer than the EU average.

Seat-belt wearing rates are higher in the UK than in most

EU countries.

Road Safety Country Overview – United Kingdom

- 11 -

Road Safety Outcomes General positioning The fatality rate of the United Kingdom is one of the lowest in the EU (around 29 fatalities per million population in 2014). Its development was similar to the EU average in the period 2001-2014. Figure 1: Fatalities per million inhabitants in 2014 with EU average

Sources: CARE, Eurostat

Figure 2: Development of fatalities per million inhabitants between 2001 and 2014 for the UK and the EU average

Sources: CARE, Eurostat

The fatality rate of the United Kingdom is one of the lowest

in the EU. Its development was similar to the EU average

in the period 2001-2014.

Road Safety Country Overview – United Kingdom

- 12 -

Transport mode The share of motorcyclist fatalities is a bit higher than the EU average. While the average annual reduction of motorcyclist fatalities between 2001 and 2014 was 4%, it was 6% for car occupants. In the same period, the annual reduction rates of pedestrian and cyclist fatalities were 5% and 1%. Table 19: Reported fatalities by mode of road transport in the UK compared to the EU average

Transport mode 2001 2014 Average annual change

Share in 2014

EU average (2014)

Pedestrians 858 464 -5% 25% 22%

Car occupants 1.816 835 -6% 45% 45%

Motorcyclists 580 347 -4% 19% 15%

Mopeds 14 6 -6% 0% 3%

Cyclists 140 116 -1% 6% 8%

Bus/coach occupants

42 11 -10% 1% 1%

Lorries or truck occupants

125 48 -7% 3% 5%

Sources: CARE, national sources

Age, gender and nationality Table 20: Reported fatalities by age, gender and nationality in the UK versus the EU average

Age and gender 2001 2014 Average annual change

Share in 2014

EU average (2014)

Females

0 - 14 years 62 22 -8% 1% 1% 15 – 17 years 61 16 -10% 1% 1% 18 – 24 years 115 68 -4% 4% 3% 25 – 49 years 223 117 -5% 6% 6% 50 – 64 years 118 62 -5% 3% 4% 65+ years 278 196 -3% 11% 9% Males

0 - 14 years 130 28 -11% 2% 1% 15 – 17 years 144 22 -13% 1% 2% 18 – 24 years 575 267 -6% 14% 12% 25 – 49 years 1.156 545 -6% 29% 29% 50 – 64 years 329 233 -3% 13% 15% 65+ years 373 278 -2% 15% 16% Nationality of driver or rider killed

National n/a n/a n/a n/a n/a

Non-national n/a n/a n/a n/a n/a Sources: CARE, national sources

The share of motorcyclist

fatalities is a bit higher than the EU average.

The share of road fatalities

by age and gender of the United Kingdom is similar to

the EU average.

Road Safety Country Overview – United Kingdom

- 13 -

Location Fatalities in rural areas and at junctions are over-represented in the United Kingdom compared to the EU average. Table 21: Reported fatalities by location in the UK compared to the EU average

Location 2001 2014 Average annual change

Share in 2014

EU average (2014)

Built-up areas 1448 631 -6% 34% 38% Rural areas 1.952 1.142 -4% 62% 54% Motorways 198 81 -7% 4% 7% Junctions 1.325 648 -5% 35% 19%

Sources: CARE, national sources

Lighting and weather conditions Table 22: Reported fatalities by lighting and weather conditions in the UK compared to the EU average

Conditions 2001 2014 Average annual change

Share in 2014

EU average (2014)

Lightning conditions

During daylight 1.054 1.106 0% 60% 49% During night-time 2.544 748 -9% 40% 30% Weather conditions

While raining 410 208 -5% 11% 9% Sources CARE, national sources

Single vehicle accidents Table 23: Reported fatalities by type in the UK compared to the EU average

Accident Type 2001 2014 Average annual change

Share in 2014

EU average (2014)

Single vehicle accidents

821 404 -13% 22% 28%

Sources: CARE, national sources

Under-reporting of casualties - Fatalities: 100%, due to improvements of the data recording systems. - Hospitalised: no studies with quantitative information exist.

Fatalities in rural areas and at junctions are over-represented

in the United Kingdom.

The share of fatal single

vehicle accidents is lower than the EU average.

Road Safety Country Overview – United Kingdom

- 14 -

Risk Figures Figure 3: Fatalities by vehicle type in the UK in 2014

Sources CARE, IRTAD Figure 4: Fatalities per million inhabitants in the UK 2014

Sources: CARE, EUROSTAT

In the United Kingdom,

motorcyclists, young people and the elderly have a higher risk of getting involved in a fatal crash compared to the

other groups.

Road Safety Country Overview – United Kingdom

- 15 -

Social Cost - The total cost of road accident casualties (fatalities and injuries) is

estimated at 48,5 billion euros (2014). - The following costs are an update of the values in Table 5.3 of the

HEATCO Deliverable D5 (2006) to base year 2010. Each figure includes the value of safety per se (VSL7 for fatality, 13% of VSL for severe, 1% for light injury) and the value of direct and indirect economic costs (10% of VSL for fatality, severe and slight injury based on HEATCO (2005)). EU average based on the VSL of €1,7 million.

- The costs per casualty for 2010 are as follows: Table 24: Cost (€) per injury type in the UK versus the EU average

Country Fatality Severe injury Slight injury

Austria 2.395.000 327.000 25.800

Belgium 2.178.000 330.400 21.300

Bulgaria 984.000 127.900 9.800

Croatia 1.333.000 173.300 13.300

Cyprus 1.234.000 163.100 11.900

Czech Republic 1.446.000 194.300 14.100

Denmark 2.364.000 292.600 22.900

Estonia 1.163.000 155.800 11.200

Finland 2.213.000 294.300 22.000

France 2.070.000 289.200 21.600

Germany 2.220.000 307.100 24.800

Greece 1.518.000 198.400 15.100

Hungary 1.225.000 164.400 11.900

Ireland 2.412.000 305.600 23.300

Italy 1.916.000 246.200 18.800

Latvia 1.034.000 140.000 10.000

Lithuania 1.061.000 144.900 10.500

Luxembourg 3.323.000 517.700 31.200

Malta 2.122.000 269.500 20.100

Netherlands 2.388.000 316.400 25.500

Poland 1.168.000 156.700 11.300

Portugal 1.505.000 201.100 13.800

Romania 1.048.000 136.200 10.400

Slovakia 1.593.000 219.700 15.700

Slovenia 1.989.000 258.300 18.900

Spain 1.913.000 237.800 17.900

Sweden 2.240.000 328.700 23.500

Great Britain 2.170.000 280.300 22.200

EU average 1.870.000 243.100 18.700 Source: Update of the Handbook on External Costs of Transport. Final Report. Report for the European Commission: DG MOVE. Ricardo-AEA/R/ ED57769 Issue Number 1; 8th January 2014

7 Value of Statistical Life

Estimated costs of road

injuries are somewhat higher in the UK than on average in

the EU.

Road Safety Country Overview – United Kingdom

- 16 -

Synthesis

Safety position - The United Kingdom with 29 fatalities per million population is one of

the best performing countries in the EU. Scope of problem - A large number of fatalities are car occupants, followed by a

relatively high proportion of pedestrians and motorcyclists. The share of motorcyclists is higher than the EU average.

- Young people have a higher fatal risk than other age groups in the population.

- Relative many fatalities occur on rural roads and at junctions in the UK.

- The number of drink-driving tests per population in the UK lies below the EU average.

Recent progress - The number of fatalities per million inhabitants still dropped over the

years, showing a similar development to that of the EU average. - Fatalities among children and youngsters up to 17 years old showed

the highest decrease last years. - The percentage of speed offenders in Great Britain dropped on all

road types (between 2004 and 2013). Remarkable road safety policy issues - On the long term, the UK wishes to remain one of the best performing

countries in the world with regard to road safety. - Great Britain has left the idea of road safety targets and uses

forecasted scenarios. - The UK uses high risk site treatment, road safety audits and

inspections to improve infrastructure. - The BAC level in the UK is higher than in most other EU countries. - For motorised two-wheelers, the minimum age is 19 years and for

car driving 17 years, which differs from the 18 years which is most common in the EU.

The UK is one of the best

performing countries in the world and aims at remaining

in this position. The number of fatalities still drops every

year.

Road Safety Country Overview – United Kingdom

- 17 -

References

1. CARE database (2016). 2. CIA database (2016). 3. DG-TREN (2010). Technical Assistance in support of the Preparation of the

European Road Safety Action Program 2011-2020. Final Report. DG-TREN, Brussels.

4. European Commission website (2016). http://europa.eu/youreurope/citizens/vehicles/registration/formalities/index_en.htm

5. European Commission DG Move website (2016). http://ec.europa.eu/transport/road_safety/index_en.htm

6. ETSC (2009). Boost the market for safer cars across Europe. + Background tables PIN Flash no. 13. ETSC, Brussels.

7. ETSC (2010). Road Safety Target in Sight: Making up for lost time. + Background tables 4th Road Safety PIN report. ETSC, Brussels.

8. ETSC (2014). Ranking EU progress on car occupant safety. + Background tables PIN Flash no. 27. ETSC, Brussels.

9. ETSC (2015). Enforcement in the EU-Vision 2020. + Background tables. ETSC, Brussels.

10. ETSC (2015). Making walking and cycling on Europe's roads safer. + Background tables PIN Flash no. 29. ETSC, Brussels.

11. ETSC (2015). Ranking EU progress on improving motorway safety. + Background tables PIN Flash no. 28. ETSC, Brussels.

12. ETSC (2016). How safe are the new cars sold in the EU? An analysis of the market penetration of Euro NCAP-rated cars. + Background tables PIN Flash no. 30. ETSC, Brussels.

13. ETSC (2016). How traffic law enforcement can contribute to safer roads. + Background tables PIN Flash no. 31. ETSC, Brussels.

14. Eurostat database (2016). 15. European Commission (2014). Handbook on External Costs of Transport. Final

Report. Ricardo-AEA/R/ ED57769 Issue Number 1; 8th January 2014. 16. European Commission (2015). Road Safety in the European Union: Trends,

statistics and main challenges. European Commission, Mobility and Transport DG, Brussels.

17. National Sources (2016): via national CARE experts and official national sources of statistics.

18. OECD/ITF (2014). Road Safety Annual Report 2014. OECD Publishing, Paris. 19. OECD/ITF (2015). Road Safety Annual Report 2015. OECD Publishing, Paris. 20. OECD/ITF (2015). Road Infrastructure Safety Management. OECD Publishing,

Paris. 21. OECD/ITF (2016). Road Safety Annual Report 2016. OECD Publishing, Paris. 22. ROSE25 (2005). Inventory and compiling of a European good practice guide on

road safety education targeted at young people. Final report. KfV, Vienna. 23. SUPREME (2007) Final Report Part F1. Thematic Report: Education and

Campaigns. European Commission, Brussels. 24. Torfs, K., Meesmann, U., Van den Berghe, W., & Trotta M., (2016). ESRA 2015 –

The results. Synthesis of the main findings from the ESRA survey in 17 countries. ESRA project (European Survey of Road users’ safety Attitudes). Belgian Road Safety Institute, Brussels.

25. WHO (2013). Global status report on road safety 2013: supporting a decade of action. World Health Organisation, Geneva.

26. WHO (2015) Global status report on road safety 2015. World Health Organisation, Geneva.

27. UNECE database (2016).

Road Safety Country Overview – United Kingdom

- 18 -

Notes

1. Country abbreviations

Belgium BE Italy IT Romania RO

Bulgaria BG Cyprus CY Slovenia SI

Czech Republic CZ Latvia LV Slovakia SK

Denmark DK Lithuania LT Finland FI

Germany DE Luxembourg LU Sweden SE

Estonia EE Hungary HU United Kingdom UK

Ireland IE Malta MT

Greece EL Netherlands NL Iceland IS

Spain ES Austria AT Liechtenstein LI

France FR Poland PL Norway NO

Croatia HR Portugal PT Switzerland CH

2. Sources: CARE (Community database on road accidents), EUROSTAT, ITF-IRTAD, National sources. The full glossary of definitions of variables used in this Report is available at: http://ec.europa.eu/transport/road_safety/pdf/statistics/cadas_glossary.pdf 3. Data available in September 2016. 4. Average annual change is calculated with the power function between the first and last years: [aac = (b/a)1/n-1, where aac: annual average change, a: first year value, b: last year value, n: number of years]. 5. Explanation of symbols in Tables: n/a: not available "-": not applicable (e.g. calculation cannot be performed) 6. This 2016 edition of Road Safety Country Overviews updates the previous version produced in 2012 within the EU co-funded research project DaCoTA. 7. Disclaimer This report has been produced by the National Technical University of Athens (NTUA), the Austrian Road Safety Board (KFV) and the European Union Road Federation (ERF) under a contract with the European Commission. Whilst every effort has been made to ensure that the information presented in this report is relevant, accurate and up-to-date, the Partners cannot accept any liability for any error or omission, or reliance on part or all of the content in another context. Any information and views set out in this report are those of the author(s) and do not necessarily reflect the official opinion of the Commission. The Commission does not guarantee the accuracy of the data included in this study. Neither the Commission nor any person acting on the Commission’s behalf may be held responsible for the use that may be made of the information contained therein. 8. Please refer to this Report as follows: European Commission, Road Safety Country Overview – United Kingdom, European Commission, Directorate General for Transport, September 2016.

Road Safety Country Overview – United Kingdom

- 19 -